btjssing



I No Model.) 2 Sheets-Sheet 1.

l 4H. lBUSSINGl BRAKE.

Patented Mar. 20, 1894.'

(No Model.) V:a sheets-sheet 2. I-I. BSSING.

BRAKE hPatented Mar. Z0

Fignz me Mmmm ufl-aanname coMrANv v power of the car is UNITED STATESPATENT OFFICE.' l'

HEINRICH BSSING, OF BRUNSWICK, GERMANY.

BRAKE.

SPECIFICATION forming part of Letters Patent No. 516,912, dated March20, 1894.

Application led October 5, 1893.

To @ZZ whom it may concern.-

Be it known that I, HEINRICH BssING, engineer, a subject of the Emperorof Germany, and a resident of Brunswick, Germany, have invented acertain new and useful Brake, of

which the following is a specification.

The object of my invention is to provide a brake which is light andeasily managed by one person, who can stop cars in motion at any placedesired, without any kind of machinery being attached to the car, orwithout anyone being on board. Heretofore brake bars adapted to bepressed against the wheel, and brake-blocks have been used for thispurpose, corresponding in shape `to the circumference of the wheel andwhich are placed on the rails and against which the wagon wheel runs.The pressure of this brake-block can never be great until its horizontalcomponentpower is equal to the sliding-friction between the brake-blockand the rail, and the active `consumed through the sliding friction.

The object of my invention is to raise the pressure of the brake-blockagainst the wheel, and with it the working of the brake, so that anexterior power, be it a spring, or human power, causes apressure of theblock against the wheel, while the wheel itself is not raised from therail but remains upon it. It is clear that for this purpose it isnecessary to create a counter pressure, by which the desired pressure ofthe brake-block against the wheel is compensated. This counter-pressureis accomplished in the present invention by a block fastened on theother side of the point of contact of the wheel and rail, (thebrakeblock being before the wheel,) and when the brake-block is pressedagainst the opposite side of the wheel, this second block serves as acounter-rest for the pressure.

In the drawings:-Figu re 1a is an elevation of one form of my invention,and Fig. 1? a plan of the same. Fig. 1c is an end view. Fig. 1d is aview of the upper end of the lever showing the handle in elevation andend view. Fig. 2, shows in plan and section a second form of theinvention. Figs. 3, 4, 5, 6, 7, 8 and 9 are views of modied forms of theinvention. Figs. 10a, 10b, 10c, and 10d show other modified forms. Figs.11', 11?, and 11c show the rodH adapted to turn in- Serial No. 487,286.(No modeL):

stead of swing. Figs. 12, 12'", and 12c show the brake operated. byspring pressure insteadof a hand lever.

The manner in which this block K may be placed in position behind thewheel is dierent. Either it is made tongue-shaped on the outside and,can be placed on the rail together with the brake itself, so thatthe'wheel which is to be stopped passes over it, (as shown vbe employed.

In the apparatus are the following principal parts to be distinguished,which reappear inV every form. The brake block itself (marked in all thedrawings by letter B.) The part which directly or indirectly bears thebrake-block and which rests on the rail, and secures the proper positionof the whole apparatus. This is called the brake-shoe and is marked inthel drawings by the letter S. The before mentioned counter-block whichpasses on the opposite side of the wheel (K). The connecting of thecounter-block with the brake-shoe marked in all the drawings by H. Thatpart which is used to effect the working of the brake-blocks B and K bymeans of an exterior pressure (human power or spring) by being pressedagainst each other; is4

marked in the drawings by thel letter I.

The different forms of construction only differ from each other in themanner in which' all the different parts can be relatively moved. Firstthose forms will be described by which the brake-pressure is attainedthrough human power by means of a lever, and above all the cases inwhich the counter-block K.

being in position at the back of the wheel, permits it to pass over. Bythese forms the succession'of the singlefunctions is as follows: Firstof all the whole apparatus is laid on the rail, so that the brake-shoe Srestsv firmly on the rail. An operator with the lever inhis hand awaitsthe approaching car,L which isl to be stopped. The front wheelr By thismeans f IOO passes over the counter-block K and strikes againstbrake-block B, upon which the wheel pushes the apparatus sliding on therail before it and the operator, going beside the car, draws back thelever I and in this manner he draws together brake-block B andcounter-block K, by which the working of vthe brake is accomplished.Such an arrangement is to be seen in Figs. l, lb and lc from the sidethe ground plan and from the track. The brake-block B has been iitted tothe brakeshoe S and made somewhat movable for the purpose of fittingbetter to the wheel. The counterblock K is iirm on the connecting-rod H,which latter can move in guides at the side of brake-shoe S. AThissliding is effected by the lever I, which the operatgr draws back afterthe wheel has passed over the block K. This lever has its one center ofmotion on a projection of the brake-shoe S and the other on theconnecting-rod H. The bolt of the lever moves in a longitudinal slit, sothat it is possible to move the rod H in a straight-line motion in thedirection of the track.

To lessen the jolt the operator may receive by the contact of the wheelwith the appa ratus, the handle of the lever I might be furnished with aspring, as is to be seen in Fig. 1d. The handle at the joint g can beturned and is kept in place by a suitably strong spring.

Fig. 2 shows a slight difference from the construction described. Therod Il, instead of being movable through the sliding motion, is made sohere, through a parallelogram arrangement and is se held in a paralleldirection with the rail. In all else the construction is exactly thesaine as is represented in Fig. l.

Another form of the device is shown in Fig. 3 where one of the guides ofFig. lb is omitted.

In Fig. 4, the guide his upon the other side of the lever I and shapedto -a curve, the geometrical position of which is such that although theturning-joint between lever I and connecting-rod H is not made here bymeans of a slit and bolt, but by means of a round hole and bolt and isconsequently compulsory motion, the rod H can only be moved in a lineparallel to the rail.

In Fig. 5 this guide is replaced by the car 71, which requires theconnecting-rod I-I to move in a parallel direction.

In the constructions hitherto described, the general principle may hold`good, that the brake-blockB (apart from its own minor ilexibility) isiirmly attached to the brake-shoe S and that the counterblock K togetherwith the connecting-rod H by a proper guiding of the latter, is pushedagainst the brake-shoe S so that the one center of motion of the lever Iis connected with the brake-shoe `S and the other with the rod H,through which in turning 'the leverm the drawing together of thebrake-blockB and the counter-block K is effected.

Now follows a succession of forms of construction in which thecounter-block K, the connecting-rod II and the brake-shoe S are firmlyjoined together, while the brake-block B can be pushed up against thebrake-shoe S. The simplest form of this principle is represented in Fig.6. The lever I here not only serves to make the pressure, but guidesalone the brake-block B, the latter being attached to it and because ofits exact fitting to the wheel, is iiexible in the same manner as beforedescribed, While the lever itself has its farthest center of motion inthe brake-shoe S. It must be still remarked that in this figure there isan arrangement shown,which is also possible in the other constructions.The counf ter-pressure ou the rail, produced by the pressure of thebrake-block B against the wheel, is taken. up by a roller o" attached tothe brakeshoe S and which passes through a slit in the brake-shoe an drests on the rail and so changes the sliding friction into a rollingone.

The arrangement which Fig. 7 shows, differs but little from the one justdescribed. The center of motion of the leverI on the brake-shoe S has aperpendicular axis here, instead of a horizontal one, as in thepreceding case, and is on the inside of the rail; hence the whole lowerend of this lever is made horizontal. Between the brake-block B and theeye ci attached to the lever I which serves to admit a turning-bolt,still an intermediate piece s is inserted and the brake` block B itselfis guided on the brake-shoe S by the turning-bar C.

In Figs. 8 and 9 the brake-block B is not joined direct to the lever Ibut is on a block C, which on its part can be moved in a sliding motionagainst the brake-shoe S. The lever I which has its turning-point againon the brake-shoe, and again on the inner side of the rail passesthrough an opening in the block C and pushes by its turning the blockand brake-block against the Wheel.

The only difference in Fig. 9 from Fig.8 is that here block C through aslit in the brakeshoe S touches direct upon the rail, so that by thepressure of the brake the raised sliding friction that takes placebetween the rail and block C can be used direct to increase the workingof the brake-block B.

Now follow two arrangements by which brake-pressure is produced also byhuman power and by means of the lever I, but by which the wheel doesnot" drive over the counter-block K but drives directly against thebrake-block B upon which the operator by means of the mechanism placesthe block K. which has been lying beside the rail, behind the wheel andthen brings into action the working of the brake as has already beendescribed.

Fig. 10d shows in the ground-plan the position of the apparatus beforethe arrival `of the car. The lever I has a center of motion on aprojection of the brake-shoe the bolt b at its end moves in a curvedslit of the rod IOO H, the first part lies slantingthe latter at rightangles to the rail. The `rod H has at the end behind still another slitu and is provided with a pivot t which touches a projection on thebrake-shoe S. After the wheel has entered and the swinging of the leverI to the left takes place, by means of the slanting part of the slitwhich guides the bolt b, rst the rod H and with it the counter-block Kswings on to the rail, by which the pivott held back by the projectionwhich it touches, prevents the sliding in the direction of the rail andinsures the turning movement until the bolt b enters the second part ofits slit (Fig. 10b) upon which a pushing of the rod and the block in thedirection of the rail takes place, which is possible so far as that thepivott has left the projection before mentioned and made Way through theslit u for this movement. Instead of swinging in the counter-block Kafter the wheel has passed by turning on a perpendicular axis one canattain the same object by turning the rod H (which in this case isbetter round) around its longitudinal axis. This arrangement is vshownin Figs. lla, 1lb

v and 11C. The head 'of the lever I which per- -forms here the motion ofthe rod H is formed like a coupling-bar. The nut u in conjunction withthe pivot affects during the first part of the motion asimultaneousturning, by

'which the block K comes on the rail, while in the second part of themovement only a longitudinal motion takes place.

It is now only necessary to give an example of how the spring-powerinstead of human power can be used. In Figs. 12%, 12b and 12c such anarrangement is represented. The brake-block B is here movable on thebrake- 4o shoe S and has a roller 1' tolessen the friction.

A springe' presses the brake block continually in the direction towardthe wheel. When the wheel has passed over the 'counterblock,'it-

presses back, as far as its space demands, the brake-block B andcompresses the springt' by which a brake pressure is effected, the powerof -which dependsupon the dimensions of the spring. As it would be verydifficult to remove the brake from the wheel with the spring in acompressed condition, a junction could be made on some part of theapparatus, which when loosened admits the extension of the spring. Thedrawings show that such is possible as, after the withdrawing of the pegi', the lever I by means of the handle p is swung out and so thecounter-block K can be drawn away from the wheel.

I claim as my invention- 1. A brake consisting of a supporter shoefitted to the rail, a brake block supported therefrom with means foroperating it and a supplemental brake block K, substantially asdescribed.

2. A brake consisting of ashoe fitted tothe rail, a brake blocksupported thereby, means for operating it, a rod H and supplementalbrake block K on the end of said rod, substantially as described.

3. A brake consisting of a shoe itted tothe rail, a brake blocksupported therebyfa rod H, a supplemental brake block K and an operatingmeans for moving the brake blocks toward each other, substantially asdescribed.

In witness whereof I have hereunto set my hand in presence of twowitnesses.

HEINRICH BssING.

Witnesses:

JULIUs FEEKEL, PETTY M. ANDREWS.

